Railway-traffic-controlling apparatus.



J. P. COLEMAN.

RAILWAY TRAFFIC CONTROLLING APPARATUS. APPLICATION FILED JAN. 22.v 1917.

Patented Septl' 4, 1917.

3 SHEETSSHEET X.

INVENTOFZ V w s? it:

MI/MK J. P. COLEMAN. RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED JAN. 22, 1917- Patentedsept. 4

1917., 3 SHEETS-SHEET 2.

MAQ/VET r75 SUI-TE J. P. COLEMAN. RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED JAN. 22,1917- L fi y Patented Sept. 4, 1917.

3 SHEETS-SHEET 3.

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JOHN P. coLEivrAN. or DeiEWooi) ,iBoRoUGH,PnNNsYLvANIA, .ASSIGNOR To THE UNION swrroH & SIGNALCOMPANYLOF SWISSVALE, rENNsYLvANIA, A. coerc- BATION or PENNSYLVANIA.

RAILWAY-TRAFFIC coN'rBoLLING APPARATUS.

ToaZZ whom it may concern: 1 a. Beit known that 1, JOHN P. COLEMAN, a

citizen of the United States residing at- Edgewood Borough, in the county of Allegheny and State of Pennsylvania have inventedi certain new and useful Improve ments in Railway-TrafiicControlling Apparatus, of which the following is a speci-. fication. l i f My invention relates to railway traiiiccontrolling apparatus, and particularly to apparatus for the controlof fluid pressure actuated traffic controlling devices such as rail-. way switches. More particularly, my invention relates to means for governing the valves whichin turn control the supply. of fluid pressure to the motors which actuate such devices.

One object of the invention is the provia sion of means responsive to reversals ofJcurrent for governing the valves which control the supply of fluid pressure to the motor.

A further objectof the invention is, primarily, to automatically arrest the flow of energy to the switch operating mechanism the instant that such mechanism has fully responded to a PI'GVlOUSiLCidOIl of its controlling lever to throw the switch..and, secondarily, to provide means essential to the primary consideration which will insure immediate re-application of the energy should either the lever or the switch be moved out of coinciding positions. Theprimaryconsideration or feature is sought in order that pressure losses may not exist in the switch mechanism when the latter is not actively engaged in moving a switch. The secondary feature is sought in order that attempts to operate a switch by means other than its lever will cause energy to be restored to the operating mechanism to counteract such at tempts. This latter provision being an emergencyone and. not called upon for activity in ordinary operation, is herein made to embrace as its means of operation only such elements of control as are also essential elements in the ordinary operation of the switch by its lever thus insuring that fail{ ures of the emergency provision will also cause failure of the normal operating means.

it I will describe certain forms .of apparatus embodying my invention and will then point .outthe novel features thereof claims.

in. the gon-ira yi gd awings, Figure 1.

7 Specification of Letters Pateiit. 9 t t t 4 Application filed January 22, 1917. seria No. 143,544.

isarview showinga railway switch having applied thereto oneform: of operating and controlling mechanism embodying my in vention Fig. 2 is a view showing in hori- Zpntal section the valve and valve controlllng apparatus Q shown in Fig. 1. Fig. 3 is asectionalview f a portion of the apparatus taken on the plane indicated by the line III.-I1I in Fig. 2. Fig. 4 is a view showing. a modified form of valve controlling apparatus which may be usedin connection with the mechanism shown in Fig. land which embodies my invention.

Similar. reference characters refer to similar parts in each of the views.

. Referring first oFig.

motor B. This motor B is controlled by valve. apparatus C, wlnchapparatus will be the medium of a suitable switch operating mechanism comprising, as here shown. a reciprocablebar 2 connected with the piston 5, an alligator ]LW 3 operated byfa stud 6 on the bar 2and a rod l operatively connected with the alligatorjaw and also connected.

with the rails of the switch A. The structure andoperation of a switch operating mechanism of this type are so well understood in the art that further description and explanation are unnecessary.

Referring now toFigs. 2 and 3. wherein the valve apparatus C is illustrated in detail. thisapparatus comprisesya valve body 7 provided with avalve chamber 8 in which is located a slide valve9 adapted to reciprocats in suitable guides on a valve seat 10. The valve seat 10 is provided with three ports 11 12 and 13'. the middle port 12 conimunicates directly with atmosphere. while ports 11 and 13 communicate, with the left and right hand ends of cylinder 1 (Fig. 1) through the medium of pipes 11 and 12 respectively. The slide valve 9 is of the usual D-valve type, having a recess 18 (Fig. 8), so that whe t alve s i ar s me P 1, the reference. character A 1des1gnates a railway switch which switch is operatedby a fluid pressure tion, as shown in Fig. 3, it connects the right hand .end ofcylinder 1 with atmosphere and.

right hand end with chamber 8. Fluid pres-,

sure is at times admitted. to chamber 8 bymeans which will be hereinafter explained.

The valve body 7 is provided with another chamber 14 to which fluid pressure, usually "air, is constantly supplied from a suitable source-through a pipe 1'5. Fluid pressureis at'times supplied from chamber 14 t'othe valve chamber 8 through a valve 16, which valve is biased to the closed position by a pressure in chamber 14 on the back of the valve. This valve is provided with a stem IG eXtending into chamber 8 and by'means of which the valve may be-opened at times,

as will be hereinafter explained;

The valve body is provided with a cylinder 19 in which a piston 2 0' is adapted to" reciprocate. Fluid pressure is supplied tov the cylinder 19 from chamber 8" throughports-21 and 21 and the supply of this fluid pressure is controlled by a valve 22. which valve in turn is" governed by an electro-mag net 23, hereinaftertermed, the lock magn'et. The valve device 22 connects cylincally lock the slide valve.

The functionof locking the slide valveis accomplished by the same means as that shown 1n United States Letters Patent No.

1,202,164, granted to John P. Coleman on .Octobcr 24, 1916, this means briefly described comprising three upwardly projecting spaced transverse lugs on the upper surface of the slide valve and a tongue onthe under surface of the plate 25, which tongue passes between the lugs on the slide valveand locks this valve when the piston 20 is in the position in which it is shown in the drawing. The'other function of this plate, namely, the opening of valve 16"is accompl'ished merely by the engagement'of the,

plate with the stem 16 attached to this valve.v The parts are so arranged that when thepiston 20 is moved outwardly by the admissionof fluid pressure to the cylinder 19, the slid'e valve 9 is unlocked and simultaneously'the valve 16' is opened to admit fluid pressure'to the'v'alve chamber 8. The slide -valven9. is reciprocated by a fluid pressure motor device. comprising two axially alined cylinders '26 and 26? formed in the valve body 7 and in. which arev located pistons 27 and 27, respectively. Attached" to piston 27 is a piston rod 28, and similarly attached to piston 27 is a piston rod 28 which rods abut against opposite ends of the slide valve 9. It will be clear, therefore; that when thexslide valve is unlocked it may be reciprocated by alternately, admitting fluid pressure to cylinders 26 andv 26. The supply of fluid pressure to these cylinders is'preferably taken from the valve chamber 8, although it may also be taken from chamber-14 in certain applications of. the device. @ylinder' is connected with the chamber by ports 29 and? 29 and thes'upply ofthe fluid pressure through these ports is controlled by a valve 30. Sinai-- larly, cylinder 26* is supplied'with fluid pressure-by ports 31 and 3 1, and'the supply of fluid pressure through these ports is controlled by" a valve Eachvalve 30* and 32' is biased by a spring 33 or 33 to such positionthatjthe corresponding cylinderis disconnected from the chamber 8 and is connected with atmosphere through a port 34 or 34. YVhen either valve is operated to its other position against the action of its biasing" spring; the corresponding cylinder is disc'onnectedfrom atmosphere and is connected with the valve chamber 8 so that fluid pressure is then admitted to such cylindert'o cause operationlof the slide va-l ve 9 In Fig; 2 Ijhave for the sake ofclearness' shown the lock magnet 23, the valve22' controlled thereby, and the'valves 3'0 and32', in the same plane as the remai nderof the drawing, butin practice these parts are preferably swun'g around that they are vertically disposed with respect to the plane of Fig. 2;

-The'va-lves 3,0 and 32 are controlled by a polarized"electromagnetic device P comprising, "in the form here shown, afixed' U shaped permanent magnet 35 and a. movable member 37. The member 37 comprises a tongue 36 of vmag-netizable material, preferably soft iron, pi'votally mounted at a point 36 adjacent the middle of the bend in the permanent ma-g11et;ivliich tongue carries at its outer end a pole piece 36 which engages with one pole or the other of the permanent magnet according as fthe tongue swings in one'direction or the other. The tongue 36 carries a winding 42 which is re versibly energized by means hereinafter explained, whereby the tongue will be caused to swing to one extreme position or theother depending on the direction ofthe currentflowing in the winding. The tongue 36 is operatively connected with the two valves 30 and 32' in such manner that one or the other of these valves wilt be reversed against the action-of the biasing spring according as the tongue isswung in one direction or the other. To accomplish this, the valves are provided with stems 41 and 41 respectively. Rocker arm 39 is pivotally connected, intermediate its ends, to a standard 38 forming part of the supporting frame for the valve apparatus, and rocker arm 39" is pivotally connected in a similar manner to a standard 38*. Each stem 41 and 41 rests against the outer end of the corresponding rocker arm 39 or 39*, while the inner end of each of these arms is opera tively connected with the tongue 36 by a link 40 or 40 The arrangement of the links and rocker arms is such that when the tongue is in its extreme left hand position, as viewed in Fig. 2, theinner end of arm 39 is forced outwardly or awayfrom the tongue so that the outer end of this arm forces valve inwardly against the action of its biasing spring 33; While at the same time rocker arm 39 is permitted to swing in clockwise direction so that valve 32 occupies its normal position under the influence of its biasing spring 33*. Fluid pressure is then admitted to cylinder 26 (provided chamber 8 is connected with the source of fluid pressure) and cylinder 26 is open to atmosphere. When, now, tongue 36 isreversed, rocker 39 is swung counter-clockwise to permit valve 30 to reverse under the influence of its biasing spring,and arm 39 is swung also in counter-clockwise direction to reverse valve32 in opposition to its biasing spring.

The links and 40* are so connected to the tongue 39 and to the rocker arms that when either valve is positively operated against the action of its biasing spring the pivotal points of the corresponding link 40 or 40 and the pivotal point 36 of the tongue are nearly in a straight line so that the pressure of the air on suchpositively operated valveand the action of the spring corresponding to such valve'create only a very slight force on the tongue tending to drive the latter out of its corresponding extreme position. In other words, the links 40 and 40 with the tongue-36 constitute two toggles one or the other of which is nearly straightened out when the tongue occupies one extreme position or the other." By this construction I materially reduce the possibility of the force exerted by the valves reversing the tongue 36in the event that the current in winding 42 fails,and the permanent flux of magnet remains unassisted to hold the valve.

The outer end of'each rocker arm 39 and 39 is formed of a resilient member 43 or 43*, the purpose of which is to allow the tongue 36 to swing to its extreme position in contact with one pole or the other of the permanent magnet in the event that the valve which is positively operated by such movement becomes fully reversed before the tongue reaches such extreme position. By this construction I avoid the possibility of an air gap between the tongue and the permanent magnet with the consequent reduction of the force with which the tongue would be held to the permanent magnet.

In Fig. 2 I have shown one arrangement of circuits for the control of the magnet 23 and the winding 42 of the valve apparatus by means of a controlling lever L. This lever L operates'a contact 44 for the control. of magnet 23, and it also operates contacts 45 and 45, constituting apole-changer, for governing the direction of current in winding 42. This lever L is one of a plurality of similar levers comprised in an interlocking machine, and it is understood that in practice suitable indication apparatus would be provided for governing the movements of lever L in accordance with the movements of the switch'A, but in this view I have purposely omitted such indication apparatus and the circuits and contacts controlling the same in order to simplify the drawing, they forming no part of the present invention.

The operation of the railway switch and its controlling apparatus may be described as follows:

NVhen the switch A is in the extreme position in which it is shown in Fig. 1 and the lever L in Fig. 2 is in the corresponding extreme position in which it is shown in solid lines, magnet 23 is deenergized and winding 42 is energized from battery 46 in such direction that the tongue 36 occupies its left hand position, as shown. Valve 30 is therefore in such position that cylinder 26 is connected with chamber 8 but chamber 8 is not connected with the source of fluid pres sure because valve 22 is in such position thatcylinder 19 is open to atmosphere. The slide valve '9 is, of course, locked in such position that the left hand end of cylinder 1, is connected with chamber 8 and the right hand end is connected with atmosphere.

/Vhen it is desired to reverse the position of switch A, the controlling lever L is swung upwardly through a portion of its stroke untilrit is stopped by the indication appa ratus (notshown) in such position that contact 44 engages fixed contact member 44, and contacts 45 and 45 reverse thcdirection of the current in winding 42. The closure of contact 44-44 energizes magnet 23 from battery 46, thus actuating valve 22 to admit fluid pressure to cylinder 19 whereupon plate 25 is shifted to unlock the slide valve 9 and to open valve 1.6, thus admitting fluid pressure to chamber 8. The circuit for magnet 23 is from battery 46 through wire 51, contact4444 wire 52, magnet23, wire 53 to battery 46. The circuit for winding 42 is from battery 46, through wire 47, contact 45, wire 49, winding 42, wire 48, contact 45,

wire 56 to, battery 46, The reversal of the current in winding 42 causesthemovable member- 31 of the electromagnetic device P to shift to the right, thus reversing valves30v nected. with atmosphere and the right hand end is connected with chamber 8. The motor device B then actuates the swltch operat: ing mechanism to reverse the position of the switch A. lNhen the movement of the switch is completed and the switch has been prop.

erly locked, the. lever L is released by the indication apparatus and its final movement may be completed, thus opening the circuit for magnet :23. The deenerg zation of th s l ma net causes, valve 22 to. o )e-rate to. disconnect cylinder 19: from the source of fluid pressure and connect this cylinder with atmosphere, whereupon plate 25 is, returned to the position in which it is shown in Fig. 2,

by action of the pressure in chamber 8 upon piston 20; the valve 16. automatically closes, while the slide valve 9 isagain locked and chamber 8 is disconnected from the source of fluid pressure. p

The operation of the apparatus for movement of switch A in the opposite direction is similar to the operation just explained, and

will be apparent without further remarks.

Referring now to Fig. 4, I have here shown a modified form of polarized electro-v magnetic device P for controlling the valves 30 and This device comprises a U-. shaped core 55 of magnetizable material, preferably soft iron, on the legs of which are mounted the polarizing windings 42 42 Thetong'ue 54 is in this case a permanent, magnet which is pivotally mounted at one end in the portion of the core 55 connecting the two. legs, and the other end of which is adapted to engage with one pole or the other'of the core 55. It will be clear, therefore, that the tongue 54 will be caused to swing to one extreme positionor the other, that is, to one pole or the other of the core, depending on the direction of the current supplied to the windings 42. The control of the valves 30 and 32 by the tongue 54 is exactly the same as the control of the corresponding valves by the tongue 36 in Fig. 2. The advantage of the form of electromagnetic device shown in Fig. 4 213 compared with that shown in Fig. 2, is that in the form shown in Fig. 4 the polarizing winding is not on the movable member, so that this member is not as heavy as the movable member in the form shown in Fig. 2, and flexible connections to the magnets windings are not required. v

In Fig. 4, I have also shown a modified form of l k. mag 2 and. a modi i d arra-ngement of the circuit. for the control; oi; this magnet. The winding, of this; magnet 23 is in two, sections a and b,-.s ect1on, (4 be-.

ing connectedv with wire 49 and; a segment 57 of a. circuit controller D, w.h1le section. b isconnected with wire48. and a segment 57"- ofthe circuit, controller D. This circuit controlleralso comprises a moaable contact.

member 56. which is operatively connected with the slide bar 2111 Fig. l in; such mam. ner-that when this slide bar oceupieseither extreme position the CQ ltactmember 56 en-,

ases with segment 57? or 57', but when the.

tive of whether the lever-is shifted or not,

at such. timfisto cause reversal of the switch,

The operation; of the controlling circuits. shown in Fig.4, is as follows Vllhen the parts are in the positions shown. in the drawing, winding 42-i,s energized in one direction from battery46, but section a. of the. winding of magnet 23? is disconnected from the battery and is consequently denergized and. both terminals of; section b of this wind-. ingare connected with the upper terminalof battery'46. sotha-t this section b. s likewise deenergized. Magnet 23istherefore totally deenergized. When it is desired to, reverse. the position of the railway switch, the controlling lever L, is swung upwardly through aportion of? its stroke until it is, stopped by the indication apparatus (not shown) in such position thatthe. contacts 45 and 45* re-.

verse the direction of the current in wind; ing 42 The terminal. of winding section bwhich is connected with wire 48, is, now con-. nected with the lower terminal of battery 46v so that section b is energizedand the lock magnet is therefore energized to reverse the valve 22 (Fig. 2,). As soonas the slide bar- 2 of Fig. 1. begins to move, contact 56' of circuit controller D isrnoved to such position that it; connects winding section or also with the upper terminal of battery 46, but wire 49 is connected with the, upper terminal of battery 46' in this position of the lever and hence winding 6 only remains energized from battery 46. The lock magnet 25. is

thus fully energized by one section (a) or the.

other (6) during movement of the switch, whether the lever is on one side or the other of its central position+the position of the lever determining which coil. After: the movement of the railway switch is completed and the switch is locked, contact. 5,6 passes off from segment 57 and both terminals of Winding section a of magnet 23 are en nne ed. ith the. upper terminal 01'.

form shown in Fig. 2. p the form shown in Fig. 4, if the switch op gasses? battery 46 so that this section is deenergized. Section I) is, of course, disconnected from the battery so that magnet 23 is; again fully deenergized.

,With the arrangement of lock magnet 23 and the controlling circuit therefor shown in Fig 4, I accomplish the control of this magnet with one less wire than with the Furthermore, with crating mechanismis disconnected from the control circuits and is reversed .by hand and the mechanism is then again connected with the control circuits,the switch. will automatically be returned, to its proper position incoincidence withthe position of the controlling lever L, because one section or the other of the winding for the lock magnet 23 will be energized so that valve 22 (Fig. 2) will be operated to cause the admission of fluid pressure to valve chamber 8. and so cause the return ofthe railway switch to its proper position.

One feature of the valve controlling apparatus embodying my invention'is that the two valves 30 and 32 are mechanically con nected through therocker arms 39 and 39 and the movable member ofithe polarized electromagnetic device, so that these two valves must always be in oppositepositions; that is, with this construction itisimpossible to have both of these valves in such positionsthat fluid pressure is admittedto both cylinders 26 and 26?. This feature applies to the form shown in Fig. enas wellas to the form shown in Fig. 2, and the operating circuits shown in each form of the valve may be used indiscriminately with both.

In the second form of my invention (Fig. 4:), but two wires are used for the control of the two shitting magnets and thelock magnet, as against three wires in the first form." The. methods are interchangeable. In the first form the lock is deenergized by action of the lever after indication is received In the second form the switch auto matically locks thewalve (and cuts. off the air) the instant its movement is completed and does not depend upon the finaLmOvement of the lever by theoperator, thus saving a wire in thecontrol, and air pressure, by admitting only enough air to. do the workcutting it off the instant the work is done. i

Although Ihave herein shown and described only two forms of railway 'traific controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing fromthe spirit and scope of my invention.

Having thus described Iclaimis':- j i 1. In combination, a railway traliic conmy invention, what trolling device, a fluid pressure motor for operating S3116. devlce, a valve for controlling the supply of fluid pressure to said motor, fluid pressure means for operating for controlling said valve.

, 8.,In combination, a railway traffic con trolling device, a fluid pressure motor for operating said device, means for supplying fluid pressure to said motor to cause reverse movements of said device, and polarized electromagnetic means forcontrolling said means. i

In combination, a railway traffic controlling device, a fluid pressure motor for operatingsaid device, and polarized electromagnetic means for controlling the sup- ,ply of fluid pressure to said motor to cause reverse movements of said device.

In combination, a railway trailic controlling device, a fluid pressure motor for operating said device, a valve for controlling thesupplyj of fluid pressure to said motor, fluid pressure operated means for causing reversefmovements of said valve, and polarized electromagnetic means for controlling the supply of fluid pressure to said first means. I p

6. In combination,a railway traflio con trolling device, a fluid pressure motor for operating said device, electromagnetic means comprising a member responsive selectively to reversals oi current therein, and two valves operatively connected with said member for controlling the supply of fluid pressure to said motor to cause movements of said device in one direction or the other. 7. In combination, a railway traffic controlling device, a fluid pressure motor for operatingsaid .device, two valves for con trolling the supply of fluid pressure tosaid motor to cause reverse movements of saiddevice, electromagnetic means comprising a memberinovable to one extreme position or another according as said means is energized in one direction or the other, and connections interposed between said member and said valves for positively operating one valve or the other according as said member moves in one direction or the other, said connections being resilient to permit the member to move to its extreme position in the event thatthe valve positively operated by such movement reaches its operated position before the stroke of said member is completed.

8. In combination, a railway traffic conling positioni electromagnetic means comprising a me Tiber n'iovable to one extreme position or another according 'assaid means is energized in one direction or the other,

and connections interposed 'between said memberand said valves for o eratingene valveor the other 111 opposition to its *blas a'cording'as said inember moves in one direction or 'theothei', the connection to each valve including a toggle device which is nearly straightened out When "the "corresponding valve has "been operated by said "member, whereby su'ch valve then exerts ver-y slight fol-eetending to wave the member Way from 'its corresponding extreme position.

9. In combination, a fluid pressure ino'tor device, tvvo valves for'coiitrdlling the supply of'fliiidpressu're'to said device tocause reverse movements thereof, electromagntie means comprising 'a member movable'to on'e extreme position or anothenaccbrdiiig as said meansisenrgized 'in one clii"ection"or the other, and connections interposed between said member and said valves for positively operating'one valve or "the" other according as 'saidm'embe'r moves in 'o'nedire'c'tion or -the other, said connections being resilient topermit the member to 'inove to its extreme .position in :the "e ent um the valve positively operated by such movement reachesitsbperated position before the stroke ofsaidinember'is completed.

10. 'Incombinatioma fiuid'p'ressuremotor device, tvvo valves'for controlling the supply of'fluid pressure tosaid'device to c'ansereverse movements tliereof,'eacl 'valve being biased to one controlling position, electroniag'ntic' means Comprising" a "member movable to one ektreme positionkn- "an'other accordinges said means is 'energized in one direction or'the other,and'coiinectihns interposed between said member and said valves foroperating onevalve or the other in opposition'to'its biasaccordingas :said member moves in one direction or the other, the connection Ito each valve including a toggle device which is nearly straightened out'whe'n the corresponding valve ha'sbeen operated by said member, whereby 'siich valve then exerts very slight forcetending to move the member away from its 'cor'respending extreme position.

I 11. In combination, a fluidpressu're motor device, two valves for controlling the supply of'fliiid p'ressure'to saiddevice toea'i'iser'everse movementsthereof, each valve being biased to 'one controlling position, a U- shaped permanent magnet, a nia'gntizahle assess? tongue *pi-votall'jv -mount'ed adjacent the neutal poi'tion offsaid magnet and having a pole-piece movable between the "two poles of said magnet, a polarizing Winding :on said tongue, two rocker arms each pivotallv move the la'tterout of Sachem-ems position.

12. Inc'oi nbinati'on, a rail-Way trafiic 'contrdlling de'viee, a fluid pressure mdtonfoi' operating said device, polarized' elec tronia'gnetic means for controlling the-supplybf fluid pressure 'tosaid inotorto'cau'se reverse "inove' ments of said device a "controlling lever, and eon't'a'cts "and "connections governed thereb for reversibly energizingsaid electromagnetic means. i

'13. In combination, railway tra-iiic controlling device, fluid pressure motor for operating said "device, a valve fer controlling" the 'supp'lv of fluid pressure to said mo tor "to 'cztuse mam-Se operations of said de- *vice, fluid pressure o erated means fOI' Chili sing' "reverse *rno-vements- -of said valve, polarized "electromagnetic ineans foreontrolling the "supply of fiuid pres'sure -to =said first means, a controlling lever, i and contacts connections montro'lled by said lever for reversibly energizing s aid electromagnetic means; I 1 1 a 14. In combin'lttiohja railway trafii'ccontrolling' deviem fluidpressure motor for opmating said device 'tW'o valves for controlling the supply of fluid pressure to said meme to causereverse movements of said device, electromagnetic means cornprising n member selectivelyresponsive tc the directi'o'n' in"vvhich said means is" energized *for cvei-ni-n "said "Valves, "a controlling lever, and'eontaet's and connections controlledb'y s'aid lever for reversibly energizing said electromagnetic means. i

15. In combination, a fluid pressure meter device, two'va'lves for controlling the'supply of fluid i pressure ''to said device to cause re, verse movement's thereof, "each valve being biased'to one centrollin'g'position, aM-shaped permanent 'magn'et, "a magnetiz'a'ble ton gue pivotaHvmounted adj acentthe-bend in said permanent me and movable between t the poles of said magnet, a polarizing Winding on-s'aid tongue, anti 'me'ans interposed between said-tongue and saidvalves for operating one valve or the other in opposition to its bias according as said tongue is adjacent one pole or the other of said magnet.

16. In combination, a fluid pressure motor device, two valves for controlling the supply of fluid pressure to said device to cause re verse movements thereof, each valve being biased to one controlling position, a U-shaped magnetizable core, a polarizing winding on said core, a permanent magnet tongue pivotally mounted adjacent the bend insaid core and movable between the poles of the core, and means interposed between saidltongue and said valves for. operating one valve or the other in opposition to its bias according as said tongue is adjacent one pole or the other of said core.

17. In combination, a railway traffic controlling device, a fluid pressure motor for controlling said device, a valve for controlling the supply of fluid pressure to said motor, means for locking said valve, a lock magnet for controlling said locking means, fluid pressure operated means for causing reverse movements of said valve, polarized electromagnetic means for controlling the supply of fluid pressure to said valve operating means, a controlling lever, and contacts and connections controlled by said lever for governing said lock magnet and for reversibly energizing said polarized electromagnetic means.

18. In combination, a railway traflic controlling device, a fluid pressure motor for controlling said device, a valve for controlling the supply of fluid pressure to said motor, fluid pressure operated means for causing reverse movements of said valve, polarized electromagnetic means for controlling the supply of fluid pressure to said valve-operating means, a source of current, a pole-changer for reversibly connecting said source with said polarized electromagnetic means, means for locking said valve, a lock magnet for controlling said means, said lock magnet comprising two winding sections,

and means operatively connected with said motor and cooperating with said polechanger to deenergize both of said sections when the motor and the pole-changer occupy corresponding extreme positions, to energize one section when the motor occupies either extreme position and the pole-changer is not in the corresponding position, and to energize both sections while the motor occupies an intermediate position.

19. In combination, a fluid pressure motor, two electromagnetically controlled valves for causing reverse operations of said motor, means for actuating said valves by current of one polarity to cause operation of the motor in one direction, and for actuating said valves by current of reverse polarity to cause a reverse operation of the motor.

20. In combination, a fluid pressure m0- tor, two electromagnetically controlled valves for causing reverse operations of said motor, means for actuating said valves by current of one polarity to cause operation of the motor in one direction, and for actuating said valves by current of reverse polarity to cause a reverse operation of the motor, and a third electromagnetically controlled valve actuated by current of either polarity for controlling the supply of fluid pressure to said first-mentioned valves.

21. In combination, a reversely operable fluid pressure motor, and electromagnetic means for causing operation of said motor in one direction by current of one polarity and for causing reverse operation of the motor by current of reverse polarity.

22. In combination, a reversely operable fluid pressure motor, and electromagnetic means for causing operation of said motor in one direction by current of one polarity and for causing reverse operation of the motor by current of reverse polarity, and electromagnetic means for controlling the supply of fluid pressure to said first-mentioned means.

In combination, a reversely operable fluid pressure motor, and electromagnetic means for causing operation of said motor in one direction by current of one polarity and for causing reverse operation of the motor by current of reverse polarity, said means including magnetic means for pre venting inadvertentmovement of the motor when said first means is deprived of current.

24. In combination, a railway switch, a fluid pressure motor for moving said switch, electromagnetic means responsive to reversals of current for controlling said motor, a circuit for controlling said means, a lever for causing reversals of current in said circuit whereby reverse movements of said motor are effected, and means controlled jointly by the lever and the motor for interrupting the supply of fluid pressure to the motor when the motor and lever coincide in position.

25. In combination, a railway switch, a fluid pressure motor for moving said switch,

electromagnetic means responsive to reversals of current for controlling said motor, a circuit for controlling said means, a lever for causing reversals of current in said cir cuit whereby reverse movements of said motor are eflected, and means controlled jointly by the lever and the motor for interrupting the supply of fluid pressure to the motor on completion of a movement of the motor in response to a movement of the lever.

26. In combination, a railway switch, a fluid pressure device for causing reverse movements of said switch, a lever for controlling said fluid pressure device, and

means cont-rolled jointly by said lever and said switch for admitting fluid pressure to said device only when the two 'do not C0111- cide in position.

27. In combination, a rallway switch, a fluid pressure devlce :t'or causlng reverse -movements of said switch, a lever for conpressure from said device when-the two 00- incide in position.

2-8. In combination, a railway switch, a fluid pressure device for causing reverse movements of said switch, a lever for conswitch for cutting off the supply of fluid pressure from said device when the twoboin- -c'ide in position and for admitting fluid-pressure to said device to return the switchlto the position eorrespondingto the lever position if the switch is moved away rein-such position by means other than the lever.

In testimony in presence of two witnesses. I

i JOHN P. COLEMAN. WVitnesses v A. HERMAN WEGNER,

GEORGE RUDMAN.

Copies-0t this patent may be obtained for -fi.ve cents each, by addressing the Commissiohr of Patents, washington -D. 0;

whereof I affix my signature "25 

